Valve adjustment apparatus



Dec. 13, .1949 T. J. HOY 2,490,811

- VALVE ADJUSTMENT APPARATUS Filed Jan. 8, 1945 5 Sheets-Sheet l INVENTOR Thomas J. Hay.

ATTDRNE Dec. 13,1949

T. J. HOY 2,490,811

VALVE ADJUSTMENT APPARATUS Filed Jan. 8,1945

5 Sheets-Sheet 2 57 lE- E3 55 nll l l i 7 78 l nllmml INVENTOR. Thomas J. Hay.

ATTEIR'NEY Dec. 13, 1949 T. J. HOY

VALVE ADJUSTMENT APPARATUS 3 Sheets-Sheet 3 Filed Jan. -8, 1945 ,szos

J p99 LL I Mill - INVENTOR.

Thomas J. Hey. 5% QflMQ ATT D HNEY Patented Dec. 13, 1949 UNITED STATES PATENT 1OFF ICE VALVE ADJUSTMENT APPARATUS Thomas J. Hoy, Newark, N. .1.

Application J anuary-8, 1945, Serial No. 571,745

15 Claims. 1

This invention relates to valves and valve gears and more particularly to valves and valve gears for steam locomotives, reciprocating steam engines and the like.

The present invention provides a valve gear and a power reverse gear by means of which the admission valve and the exhaust valve of a steam engine having separate admission and exhaust valves are actuated independently of one another and are variably controlled in relationship to each other at a predetermined rate so that the rate of flow of steam to'and the rate of flow of steam from the power cylinder or cylinders is variably controlled in relationship to each other at a predetermined rate.

This invention also provides a piston valve in which the sliding friction is greatly reduced'by preventing leakage past the rings and thereby improving lubrication.

The invention will be understood from the following description when considered in connection with the accompanying drawings forming a part thereof and in which:

Fig. 1 is-a longitudinal sectional view of the mechanism for actuating the valve gear of the present invention in its single action embodiment;

Fig. 2 is a transverse sectional view taken on the line 2-2 of Fig. 1; I

Fig. 3 is a side elevational view ofthe cab of 'a locomotive and the controls therein by means of which the mechanism for actuating the valve gear of the present invention is operated;

Fig. 4 is a sectional view of a gauge for giving visual indication of the adjustments made of the mechanism for actuating the valve gear of th present invention; Fig. 5 is a viewsimilar to Fig. 1 but of .a-mu=l tiple-action embodiment of the mechanismfor actuating the valve gear of thepresent invention; Fig. 6 is a fragmentary perspective view.- of the compound link, tumbling shafts, eccentric rod and radius rods used in the preferred embodiment of the present invention, said mechanism being shown in the full forward or 90% cut-off position;

Fig. 7 is a longitudinal sectional view of a cylinder and exhaust valve of a steam locomotive taken on the line 1-1 of Fig. 9; v

' Fig.8 is. alongitudinalsectional viewsof acyle.

2 inder and admission valveof a steam locomotive taken on the'line' 8--'I of Fig. 9;

Fig. 9.-is a front view of the-cylinder, admisison and exhaust valve on the righthand side of a locomotive;

Fig. 10 is a graph of the valve movement of the admission and exhaust valves .at. a 5 to 1 ratio;

Fig. llzis a'longitudinalsectional view of an admission piston valve embodying the present invention;

Fig. 12 is a view similar'to Fig. 11 but of anexhaust piston valve, and

. Fig. 13 is-a perspective view. of the piston ring and holding means of the valves shown in Figs.

11 and 12.

Like characters of reference refer; to like parts throughout .the several views.

Referring to Fig. 1, the valvegear actuating mechanism inaitssingle action embodiment is somewhat similar to that disclosed in my United States Patent No. 2,243,865 issued June 3, 1941 and comprises a housing I0 having a screw-threaded shaft I I journaledadjacent opposite; ends thereof in journals I2, and I3 which, as shown, are integral with the housing I0. A thrust bearing L I, for taking care of axial thrusts of the shaft I I is mounted in the journal I2. The shaft II has a flanged member I 5 secured thereto and connected to a. cardan-shaft I6 so that rotation of the cardan-shaft I6 will rotate the shaft I I through the flanged member I5. As shown more particularly in Fig..3, the cardan-shaft I6" is rotated by an air motor I -'I of the reversible type the-operation of which motor is controlled bya two-way valve I8 connected through pipes I9 and 20;.to the motor I7. .,Through operation of the control valve I3 thedirection in which the shaft I6 is rotated by the motor I1. is controlled, as will hereinafter be fully described.

A cam 2I isadapted to be moved longitudinally of the housing I0 through rotation .of the shaft II by the cardan-shaft I6. As shown in Figs. 1 and -2, cam 2| comprises a camnut 22 having screw-threads thereon adapted to-engage the threadson the shaft II. The nut 22 has guide members 23 at oppositesides, thereof (Fig. 2) which guide members'slidably engage, in dovetailrelationship, a guide plate 24 secured by bolts 25;t0 thezbottomcportionofthe housing III. The

3 cam nut 22 has formed on the upper part thereof a cam block 26 which, in the form of the invention shown in Fig. 1, is in the shape of a rightangle triangle having a substantially vertically extending leg 21, a substantially horizontally extending leg 28 and a cam profile 29 which is the hypotenuse of the triangle. The cam profile, therefore, is in the form of an inclined plane. A pivot pin 30 is disposed in the housin If! to extend transversely thereof and has rotatably mounted thereon a three-armed crank 3|. The crank 3! has an arm 32 which extends in a general longitudinal direction in the housing If] and a crank arm 34 which extends in a general down- Waldly direction and outwardly of the housing. The arm 32 has a cam roller 35 rotatably disposed thereon, the periphery of which roller is held in. contact with the cam profile 29 by means of the lever 33 which is connected to'a piston 35 by means of a link 31' which is pivotally connected to the piston and the lever. The piston 35 is slidably positioned in a cylinder 38 formed in the housing I 0. Fluid pressure enters the cylinder 38 through the line 39, the pressure entering the cylinder being controlled by valve 40 in the cab of the locomotive (Fig. 3). Fluid pressure in the cylinder 38 will maintain the roller 35 in contact with the cam profile eliminating lost motion due to wear, the pressure in the cylinder determining the extent of the engaging pressure between the roller and the cam profile. A drain outlet 4! is provided for the cylinder 38 which outlet is controlled by a drain cock, not shown. The crank arm 34 of the three-arm crank 3| has a pivot pin 42 upon which an actuating rod 43 is pivotally mounted at one end thereof. The opposite end of the actuating rod is connected to valve positioning gear, for example a reversing shaft connected to valve gears, not shown. By means of the valve positioning gear the position of a piston valve is controlled, for example, from between a position in which the locomotive is running in a full forward direction to a position in which the locomotive is running in a full reverse direction.

In Fig. 4 is shown a gauge 44 by means of which visual indication is given in the caboof a locomotive of the adjustments made to the valve gear. This gauge is fully described in my United States Letters Patent No. 2,243,865 issued June 3, 1941 and comprises a shaft 45 which is actuated by the reversible motor [1. The shaft 45 has a pinion gear 46 secured thereto to rotate therewith which gear is rotatably'mounted in a housing 4! and is enmeshed with another pinion gear 48 secured to a screw-threaded shaft 49 which has an indicator block 50 thereon and. movable thereby. The indicator bloek has a pointer 51 thereon which moves over a scale 52. The shaft 45 has a hand wheel 53 thereon. Rotation pf the shaft 45 in one direction by the reversible .motor ll causes movement through the gears 48, 48 and rotation of the shaft 49 of the indi cator block vertically in one direction while movement of the shaft 45 in the opposite direction will cause the indicator block 58 to move in the opposite direction. In the event of failure of the motor ii, the cardan-shaft I can be hand operated through rotation of the hand-wheel 53.

In operation of the form of the invention shown in Figs. 1 to 4, the piston valve position is changed by actuating the two-way control valve [8 in the locomotive cab. The valve is actuated in one direction to move the actuating rod 43 in one direction and is actuated in an opposite direction to move the actuating rod in the opposite direction. For example, when the valve handle [8' is moved forwardly, compressed air is admitted through pipe 29 to the air motor I! causing the cardon-shaft to rotate in a clockwise direction which in turn rotates the shaft H in clockwise direction thereby moving the cam nut 22 and cam block of the cam 2| forward (to the right of Fig. 1). Movement of the cam block forward causes the roller 35 to rise on the inclined surface of the cam profile 29 causing the arm 32 of the crank to move in a clockwise direction. The cam roller 35, therefore, moves upwardly in an arc of which the pivot pin 31] is the center. Movement of the arm 32 in a clockwise direction causes the lever 33 and the crank arm 34 likewise to move in an arc in a clockwise direction on the pivot pin 3!]. Movement of the lever 33 in a clockwise direction causes the piston 35 to move to the right of Fig. 1 in the cylinder 38 while movement of the crank arm 33 in a clockwise direction causes the pivot pin 42 on which the actuating rod 43 is pivotally mounted to move in a clockwise direction in an arc of which the pivot pin is the center causing the actuating rod 43 to be moved to the left of Fig. 1 thereby moving the valve positioning mechanism in one direction. The extreme position to which the roller will be raised on the inclined surface or cam profile 29 is indicated in Fig. 1 by the dot and dash circle 55. When the handle Q8 of the valve i8 is moved backwardly toward the rear of the cab, compressed air is admitted to the pipe i9 causing the air motor to be reversed. This causes the cardon-shaft and the shaft I i to rotate in a counter-clockwise direction moving the cam screw 22 and block 26 backwardly (to the left of Fig. 1). As the cam block 26 moves backwardly, the cam roller moves downwardly on the inclined surface of the cam profile 29 causing the crank 31 to move in a counter-clockwise direction and the actuating rod 33 to be moved to the right of Fig. l by the crank arm 34. The extreme downward movement of the cam roller 35 is indicated in Fig. 1 by the dot and dash circle 56. When the actuating rod 43 has been moved to the desired extent in either a forward or backward direction to thereby position the piston valve, movement of the cam block 26 is stopped by moving the valve handle l8 of the valve l8 to its neutral position thereby stopping the motor I! and rotation of the cardan-shaft l6 and shaft H.

The form of the invention illustrated in Figs. 5 to 10 is adapted to control the movement of the admission valve and the exhaust valve of a locomotive in relationship to each other by means of the same control so as to maintain a relationship of movement of the valves at any setting which results in the most economic utilization of steam. The actuating mechanism,

as shown more particularly in Fig. 5, is somewhat similar to that shown in Fig. l but is adapted to actuate two actuating rods similar to the rod 43 instead of one actuating rod as shown in Fig. 1. Referring to Fig. 5, the cam nut 22 of the cam 2| has a cam block 56 having -a substantially horizontally extending leg 57. .The cam block 5 6 has two cam profiles 59 and 60, the cam profile 59 being adapted to actuate the admission valve 6! (Fig. 8) while the cam profile 60 is adapted to actuate the exhaust 5 valve '62 (Fig; was. will hereinaitenbe fullyset forth. The cam profile 59 has an. intermediate atlator horizontally extending portion 63 extending.between-, two inclined-portions. .64 andv 55, (Figs. Sandi-),v the portion 64 extending between-the forward endv of thefiat portion 63 and the .forward end-oi the leg'I while the. inclined portion 65 extendsbetween the rearward end ofthefiat portion 6 3 and the upper end of the legit. Theprofile GO-has an inclined portion 6 which is relatively steeply inclined composed with'portions B4 and 65, extending between fiat or slightly inclined portions 61- and 88 (Figs. 5 and 10?. Theportion 61 extends the forward end of the leg 5'| to a point in substantially the same vertical plane as the -for-' Ward en of h l t rt on .0?" th Profile 59; iro n which point the inclined portion 66 extends to another point which other point is in substantially the same vertical plane as the rearwardend of the flat portion. 63'. The in clined portion 68 of the profile Bli'extends from saidother point to the upper end of the leg 58. 'Ijhelegs 64 and 61 of the profiles 59 and 60 re-' 'e ectivelyare substantially the same length and the portionsfiB andBB of the profiles 59 andffii! respectivelyare substantially the: same length. The horizontal. distance ,between points where positeends oftheinclined portion 96 of the profile 50, connect respectively with the portions 51- and 68 and .thelength ofthe horizontal portion. 63. of the profile 59is substantially the same (Fig. 10). As in the form of the invention shownin Fig. 1, the roller 35 isheld in engagement with the cam profile by .means of fluid pressure, the cam roller, 35, as-shown in Fig. 5, being held-in engagement with the cam profile 59 by pressure in the cylinder 38 acting on the piston 36 to cause the link 31 to exert a counterclockwise. pressure on the crank 3|. Inthe formoi the invention shown in. Fig;- 5, a second crank, crank 10, ispivotally-pmounted on the pivot pin 30; The crank-l9 is similar tothe crank 3f having an arm, 11. which extendsin a general longitudinal directionqin the housing ID, a lever 12 which extends .in a general'upwardly' directionand a crank arm 13-. which extends downwardly. and outwardly of the housing through the bottom plate III thereof. The arm 11' has a cam roller 14 rotatably disposed thereonwhich roller. engages the cam profile B9 of the cam block 56. Theroller 14 isheld in engagemezt with the profile 60 by the lever 12 connected to a piston [5 by means of a link I6 which is pivot= ally connected to the piston and the lever". The piston 75 is slidably positioned in a cylinder T! in the housing l0 beneath the cylinder 38. Fluid pressure enters the cylinder 38, as in the form of the invention shownin Fig. 1, through the pipe 39 which pressure enters the cylinder The actuating rods 43..and I9. are pivotally connected respectively to arms 8i and 82 by pins 8.3 and 84, whilethe arms 8| and 8,2 are secured respectively toshafts 85 and 85.. and are. re-.

spectively connected to. arcuate-shaped .levers.

86. and 87.. The shafts 85-and-85 extendbetween opposite. sides otthe locomotive, .the shaft '85 being rotatably mounted insidethe shaft '185 while the shaft. '85 isrotatably mountedin respect to the locomotivaframe. :Ahansger it is pivotally connected at one end thereofv to the, lever 8-6 and at the oppositeendpivotally positioned in a 'clevis of a .racl'ius.rod.89.;which.in. turn is connectedto the admission valve through the lap andlead' leverilfl. Through the union link 92 the cross-head (notshownlactuates the lap and lead lever providing lapsand. lead movement for the admission valve 6 I.. The .clevis end of the radius rod 99 is pivotally secured to a block 93 which isslidable in aguideway94 in a compound link 95. The compound link comprises side member 95 and 95', spaced from one another by a spacer98. The-guideway 9'6 isin the member 95' and the member 95.? has a similar guideway. The :arcuate lever. B! is pivotally connected to a radius: rod 96 through a hangersQl. which hanger ispivoted at one end on the arm 81 and at the other. end inaclevis at. one endof the radius rod 96. The rod .96 is pivotallyconnected directly to thevalve rod 91. ofthe exhaustvalve '62. The clevis end of .the radius rod. 96, is vpivotally connectedto a slide block (not shown) similar to the block. 93 which slides in the guideway in the member .95. The compound link. 95 isbolted to the eccentricrod 99 whicheccentric rod is adapted to be actuated by. thedrive wheeloia locomotive in. the usual manner... Amounting arm I98 is secured tothe members 95. and 95'. intermediate the opposite ends thereof and extends outwardly and awayfrom said members a sufficient distance to permit free movement of theclevis of the radius rod 89 andthe block 93 in theguideway 94 from one endto the other. otsaid guideway. A pivot pin IIJI is secured. to the arm Ito and is adapted to be mounted in any desired manner on the locomotiveframe so :that the compound link will rockthereon when actuated by: the eccentric rod 99. Levers 85 and 81, hangers 88 and 97, radius rods..89.and.96,' compound link 95, and cylinderr I03 withvalves 6| and, 62. are. duplicated on the left hand side of the locomotive.

:Referring toFigs. .7. to 9,. the admission valve Si is .slidable. in a valve chamberrlilz which chamber communicates with. the cylinder I03 through aforward port, I94 and arear. port I95. A piston I06. is reciprocaliydisposed in the cylinder I93 and actuates a, piston rod I0], which through wellknown mechanismnot shown, is connected to the drive wheelsof the locomotive. The valve chamber IUZreceives steam. through theintake conduit I08. The exhaust valve 62 is slidable in a valve chamberl 09 which chamber is in communication withthe cylinder. I 03 through a forward port Hi). and arearwardport I.I.I. Steam from the cham ber I09 isexhaustedxthrough the exhaust conduit 2. .Asrshown in- Figs. 7 and 8, the admission valve. 6| is inside admission and the ends of the valve. overlap the ports I04 and I95 to prevent exhaust .of steamfrom thecylinder I03 while the exhaust valve .62. is adapted to release past the ends thereof through the ports I I I]v and I l I. The body portion. of said exhaust valve overlaps the ports to prevent admission of. cylinder pressure to the body portionof. the exhaust valve.

Theadmission and exhaust valves may be of the typeshownin Figs.'? and 8 or may be of the type shown in .Figs...l1l and/12 in which an admission valve is disclosed in Fig. 11 and an exhaustvalve isshown in Fig-12. The admission valve] I3 and the exhaust valve H4 are slidably positioned respectively in valve chambers H 5 and I I6 which, as shown, comprise a cylindrically shaped sleeve secured in housings I II and I I8 respectively. The sleeve I I has admission ports H9 and I26 therein through which steam is admitted to the sleeve II5 while sleeve II6 has exhaust ports I2I and I22 therein through which steam is exhausted from sleeve I IS. The exhaust valves II3 and H4 comprise a tubular body portion I23 having a spider I24 therein. The body portion is flanged along one edge at I 25 while at the other edge the body portion is secured to a member I26 having a flange I27. The flanges I25 and I2! form a groove in which a spacer I28 is positioned intermediate the flanges and spaced therefrom to form two spaces in which piston rings I29 and I30 are disposed. The piston rings I29 and I39 comprise an inner ring I 3i and an outer ring I32 of larger diameter than the inner ring and spaced therefrom. The rings I3I and I32 consist of two substantially semi-circular sections which sections are spaced from one another. The rings I3I and I32 are secured respectively to the inner periphery and the outer periphery of a bellows-like, preloaded diaphragm I33. The diaphragm I33 comprises a plurality of annular leaves I34 of flexible material superimposed in spaced relationship to one another, each leaf being connected adjacent opposite edges thereof to the leaf adjacent opposite sides thereof thereby to form a plurality of flexible hinges. Since the diaphragm I33 is preloaded, it acts to hold the ring I29 in tight engagement with the body I23. The inner ring I3I has an annular groove in the inner periphery which engages an annular projection I35 so as to position the piston ring in respect to the piston. With the rings I29 and I39, any wear on the outer ring I32 and the inner periphery of the valve chamber is compensated for by the diaphragm I33 which holds the ring I32 in fluidtight engagement with the inner periphery of the valve chamber at all times, thusly preventing leaks.

In operation of the form of the invention disclosed in Figs. 5 to 10, the position of the cam nut 22 and cam block 56 is changed to change the position of the piston valves by operation of the cardan shaft I 6 from the cab of the locomotive which actuates the screw-threaded shaft II in substantially the same manner as in the operation of the form of the invention shown in Figs. 1 to 4 as hereinbefore described. As the cam block 56 moves forward (to the right in Fig. 5), the cam roller rises on the inclined leg 64 of the cam profile 59 causing the crank 3| and the crank arm 3 thereon to move in a clockwise direction.

Movement of the crank arm 34 in a clockwise direction moves the actuating rod 43 to the left of Fig. 5 which in turn rotates the arm 82, rod 65 and lever 36 in a counterclockwise direction. Rotation of the arm 92, rod 85 and lever 86 in a counterclockwise direction moves the hanger 88 in an upwardly direction which raises the radius rod 89 at the clevis end thereof, the block 93, to which the clevis end of the radius rod is pivoted, sliding upwardly in the guideway 94 in the compound link 95 thereby shortening the distance of travel of the radius rod 89 and the admission valve 6| which is actuated thereby. As is usual in the operation of locomotive, the compound link 95 is reciprocated by the eccentric rod 99, the link, in turn, imparting a reciprocal movement to the radius rods 89 and 96. Forward movement of the cam block 56 likewise causes t e cam roller I4 on the crank III to move along the cam profile 60 rising on the leg 61, but onlyslightly in comparison with the rise of the roller 35 on the leg 64 of the profile 59. Upward movement of the roller I4 causes the crank I6 to rotate in a clockwise direction and thereby move the actuating rod I9 to the left of Fig. 5 thereby rotating the arm al and lever 81 in a counterclockwise direction. Rotation of the arm 8I and lever 81 in a counterclockwise direction moves the hanger 91 and the clevis end of the radius rod 96 upwardly, the block to which the clevis end of the rod 96 is pivoted sliding upwardly in the guideway of the link thereby shortening the length of travel of the radius rod 96 and the exhaust valve 62 which the radius rod 96 actuates. When the cam 56 is so positioned that the cam roller passes from the inclined leg 64 of the profile 59 onto the fiat portion 63 thereof, the cam roller I4 of the crank I0 rises abruptly on the inclined portion 66 of the cam profile 60 thereby abruptly shortening the travel of the exhaust valve through shortening the distances the radius rod 96 travels. This occurs when the movement of the locomotive is being changed from a forward movement to a reverse movement thereby requiring a change of movement of the admission and exhaust valves. Upon further forward movement of the cam block 56, the roller 35 passes from the fiat portion 63 of the cam profile 59 while the roller I4 passes from the vertically inclined portion 66 of the profile 69 onto the portion 68 thereof. When the roller 35 is at the center of the flat portion 63 of the profile 59 and the roller I4 is at the center of the vertically inclined portion 66 of the profile 69, (position w of Fig. 10) the rollers are in horizontal alignment as are the clevis ends of the radius rods 89 and 96, the clevis ends of said radius rods also being in horizontal alignment with the pivot pin IOI of the combination lever 95. Movement of the cam block forward (to the right in Fig. 5) from this point places the admission and exhaust valves at the beginning of their reversing movement cycle while movement of the cam block backward (to the left in Fig. 5) returns the valves to their forward movement cycle.

The relative travel of the radius rods 89 and 96 may be clearly understood by referring to Fig. 16 in which the radius rod travel of the rod actuating the admission and cut off valve and the radius rod travel of the rod actuating the release and closure valve (exhaust valve) is graphically illustrated. The dimensions given in Fig. 10 of the drawing are given merely by way of example and are not to be construed as having a limiting effect. It will be noted that as the cam block 54, by operation of the valve Is in the locomotive cab, is moved, the travel of the admission valve and the exhaust valve is simul-- taneously adjusted, the distance of travel of the valves in relationship to each other at a given setting of the cam block being predetermined. Therefore, it is merely necessary for the operator to move the handle I8 of the valve I3 so as to operate the motor I! until the gauge 64 indicates that the desired position of the cam block 56 has been reached. When the desired position is reached, the valve I8 is set in its neutral positionand the motor II ceases operation. The ratio of travel of the admission and exhaust valves at any given position is automatically set to make the most economical utilization of the steam and is free from misjudgment on the part of the operator as the operator does not determine the relative travel of the valves. By way of example, eight settings of cam block. 54 are amp-11 shown by indicating eight eifi'erent-rewtiveposh tions of the rollers 35 and 14 on the cam profiles 59 and 60 respectively. The relative travel offthe radius rod 89 and admissionvalve BI and ofthe val ve i'and a reipratingactiiation*i'ddfbi hdbh Wafv'e'fto imparttravel thereto} valve timing means "comprising a eam navi-ne atleast-awe profiles, "single control ineans for' aetiiiatirig saldcam ad'- radius rod 96 and release or exhaust valve 62 at the various positions indicated i's' as follows:

rni'ss'i'n valve afiilitiiflmeans'operatively engae- *ing one of said c'am'profilesand connected to the With the locomotive running in-'-forward= mo'-' tion, the cam block is moved so as toposition the rollers and 14 at the position indicated'atA' which is the 90% position shownin Fig."-.l0'*and" corresponds'to the position of the radius rods the link as shown in Fig. 6; In this position; the travel of both the the exhaust and adniission valves is 8". In this position, which is the-position used for-starting heavy trains, the admission 3Q vs es-at-a predeterxninedratio. a valve alternatelyadmits'steam during 90% of-its In valve'gear rersteam en es, locomotives forward and backward strokes. Theeexhaust the like having a pluraility "of :oylinders each valve 62, actuated by the radius rod 96, combinawith an admissionwalveiandan enhaustvalve and tion link and connecting levers, serves 'to=1alter-' 35 a 1' eciprooating actuation rod f'o'r each valve to nately exhaust steam from the cylinders. The impart travel theretofivalve timingineans-oonrposition indicated by A, the center position "in-' prising a cam-having' at least "two -profiles,' single dicated by Xfand .full reverse .position indicated control lmeansfor:actuatingsaid camg ad mission by Y are the only positions in which the radius valve radjusting m'eans opera'tively eng'ag-ingzronee rods 89 and Stare side by'.s'ideiin-'the link :95 andz 40 of :said cam profiles-andcohnected to theaadmisdistance of travel of the radius rods 89and 96'is s-io'n valve aetuati-n'girodsrfor'sirnultaineouslyad; same. To increase the speed of the locomotive," justing 'the"setting"-of '-the-'. ad-mission valvesm'a'nd the cam block 54 is moved to the right of Figs: 5' exhaust valve aadjusting :means operatively "5813*? and .10, the distance 'of travel "of the radius rod 89" gaging another of said cam ,profiles and con-'- and the admission valve 6| being. gradually de nected to theexhaustwalveactuating rods lfor creased, as shown .inEig. .1'0 .and' in -theifore- I simultaneouslyadjusting the settingof the exgoing table. The valve travel of the valve 62 haust valvesw-said "cam prOfi1BS"fbBling-"S0 shaped controlling exhausiyai'idclosure, however; deas to impart a'variable. adjusting movement to: creases at a much'gslower ratefrom the 901% the admission and exhaust=valves=to change theposition shown at A to .the0% position shownat' setting of saidvalves-at a predetermined ratiow G, after which the length of the exhaust valve said one roam :profilezbeingso shaped in relation-1: travel decreases rapidly across the center posi ship to wsaid othencam profile-was toimpart an tion as shown at X to the early cut-off i-position adjusting movement to theaadmission valvesfive shown at H. With the radius rods 892,116. .96 on times the adjusting movement imparted to the either sideof the link 95 center position, which exhaustmalves: v v position is indicated at ill! in Fig. 6 and;:a-t X -*.3 -I-n .steamwng-inss, locomotives-and-the-like; in Fig. 10, the admission valve -61 will move the havi g a :Phfi y0 cylinderseachwithavalve; amount of the lap and lead plus. Theexhaust foradm-ission :and--cut-'off-,- and--a valve for ex--- valve 62 will open the amount of theelearance haust =and-re ease, -a vset of-valveggear reversing plus. I v mechanisms -fer-the valves -of-;eachcylinder-eom--;

Movement of the shafts 85 and 85 byactuating prising a reciprocating aotuation redder eachrods 19 and 43 througharms 8i and 82 actuates valve'to impart-travel-thereto,--valvetimingmeansthe valve gear on the left hand side of the-loco-'- having a cam -with at least-two profiles; single: motive simultaneously with and in the same n'lancontrol means-for actuating saidcam, admission 1 ner as the valve gear on the right hand side of and cuh-pfi-valveadjusting meanseperatively the locomotive as hereinabove described. V engaging oneofthecamprofilesandconnected Since changesmay be efiected in the forms of to the admissionandcut-off valveactuatingrods the invention selected for disclosure without defor simultaneously in ijparting anadj-usting-meve parting from the principles of theinvention it ment to the admission and --.cut-off valves to will be understood that theinvention is not to change the settingofsaid admissionand-asutcpft be limited except by the scope of the appended -va*lves, and ex-haust and-closure valve adjusting claims. means operatiy ely engaging .anothenlof the. cam What is claimed is; I I profiles and;connectedtotheiexhaust andclosnre-r '1. In valve gear for steam engines, locomo valve actuating rodsfor:simultaneously-imparts v tives and the like having a plurality of cylinders ing an vadjusting:mo vement to the exhaust; and

each with an admission valve and an exhaust closure valves to change the setting of said erghaust and closure valves, the cam profiles being so shaped in relationship to each other that a relatively greater adjusting movement is imparted ,to the admission and cut-off valves than to the exhaust and closure valves during the forward and during the reverse movement of the steam engine, locomotive or the like.

4. In steam engines, locomotives and the like having a plurality of cylinders each with a valve for admission and cut-01f, and a valve for exhaust and release, a set of valve gear reversing mechanisms for the valves of each cylinder comprising a reciprocating actuation rod for each valve to impart travel thereto, valve timing means having a cam with at least two profiles, single control means for actuating said cam, admission and cut-off valve adjusting means operatively engaging one of the cam profiles and connected to the admission and cut-off valve actuating rods for simultaneously imparting an adjusting movement to the admission and cut-off valves to change the setting of said admission and cut-01f valves, and exhaust and closure valve adjusting means operatively engagng another of the cam profiles and connected to the exhaust and closure valve actuating rods for simultaneously imparting an adjusting movement to the exhaust and closure valves to change the setting of said exhaust and closure valves, said one cam profile having two surfaces for imparting an adjusting movement to the admission and cut-off valve adjusting means to thereby adjust the setting of the admission and cut-ofi valves, said surfaces being spaced from one another in the direction of travel of the cam and connected by an intermediate surface, one of the spaced surfaces adjusting the setting of the admission and cut-off valves to govern the forward movement of the steam engine, locomotive or the like and the other of said spaced surfaces adjusting the setting of said valves to govern the reverse movement of said steam engine, the intermediate surface providing an interval in which substantially no adjustment is made to the setting of the admission and cut-off valves, said other cam profile being shaped to impart a relatively lesser adjusting movement to the exhaust and closure valve adjusting means than is imparted to the admission and cut-01f valve adjust ng means during said forward and reverse movements and to impart a substantial adjusting movement to the exhaust and closure valve adjusting means during said interval between said portions.

5. Power reverse mechanism for steam engines, locomotives or the like in which the movements of two or more sets of valve gear reversing mechanisms are co-ordinated by means of a variable ratio transmission, said mechanism comprising a variable ratio transmission having a threaded shaft, means for rotating said shaft in clockwise and in counter-clockwise directions, single control means for controlling the rotation of said shaft, a cam nut on said shaft and actuated thereby, said cam nut having a plurality of profiles thereon, a lever connected to one set of valve gear and operable by one cam profile, and a second lever connected to another set of valve gear and operable by a second cam profile, said cam profiles being so shaped as to variably move said lever and said second lever in relationship to each other at a predetermined ratio and thereby relatively adjust the movement of said one set of valve gear and said other set of valve gear.

6. Power reverse mechanism for steam engines, locomotives or the like in which the movements of two or more sets of valve gear reversing mechanisms are co-ordinated by means of a variable ratio transmission, said mechanism comprising a variable ratio transmission having a threaded shaft, means for rotating said shaft in clockwise and in counterclockwise directions, a cam nut on said shaft and actuated thereby, said cam nut having a plurality of profiles thereon, a lever connected to one set of valve gear and operable by one cam profile, and a second lever connected to another set of valve gear and operable by a second cam profile, the cam profiles being so shaped as to move said lever and said second lever at substantially a five to one ratio in relationship to each other and thereby relatively adjust the movement of said one set of valve gear and said other set of valve gear at a five to one ratio.

7. Power reverse mechanism for steam engines, locomotives or the like in which the movements of two or more sets of valve gear reversing mechanisms are co-ordinated by means of a variable ratio transmission, said mechanism comprising a variable ratio transmission having a threaded shaft, means for rotating said shaft in clockwise and in counter-clockwise directions, a cam nut on said shaft and actuated thereby, said cam nut having a plurality of profiles thereon, a lever connected to one set of valve gear and operable by one cam profile, and a second lever connected to another set of valve gear and operable by a second cam profile, each cam profile having spaced surfaces connected by an intermediate surface, the spaced surfaces of said cam profiles being so shaped in relationship to each other that said one profile imparts a relatively greater movement to the one lever than the spaced surfaces of the second cam profile imparts to the second lever, the intermediate surfaces of the cam profiles being so shaped in relationship to each other that the intermediate surface of said second cam profile imparts a greater movement to the second lever than the intermediate surface of said one cam profile imparts to said one lever.

8. Power reverse mechanism for steam engines, locomotives or the like in which the movements of two or more sets of valve gear reversing mechanisms are co-ordinated by means of a variable ratio transmission, said mechanism comprising a variable ratio transmission having a threaded shaft, means for rotating said shaft in clockwise and in counter-clockwise direct'ons, single control means for controlling the rotation of said shaft, a sliding cam nut on said shaft and moved lineally thereby, said cam nut having a plurality ofprofiles thereon, levers mounted to pivot on an axis extending in a plane transverse to the lineal plane in which said cam nut moves, means slidably engaging each cam profile and connected to said levers the arrangement being such that one cam profile will impart pivotal movement to one lever and the other cam profile will impart pivotal movement to a second lever, means connecting one lever to one set of valve gear, means connecting said second lever to another set of valve gear, each cam profiie having spaced surfaces connected by an intermediate surface, the spaced surfaces of said cam profiles being so shaped in relationship to each other that said one being so shaped in relationship to each other that the intermediate surface of said second cam 13 profile imparts-a substantial movement to the second lever while the surface of said one cam profile provides an interval of substantially no movement of said one lever.

9. Valve gear operating mechanism for steam engines, locomotives or the like in which the movements of two or more sets of valve gear are co-ordinated by means of 'a variable ratio transmission, saidmechan'ism comprising a'var'iable ratio transmission having a threaded shaft,me'ans for rotating said shait'in clockwise and in counter-clockwise directions, single control meansffor controlling the rotation of said shaft, a'cam nut on said shaft and actuated thereby, said cam 'nut having a plurality of profiles thereon, a lever connected to one set of valve gear and operable by one cam profile, and a second lever connected to another set of valve gear and operable by a second cam profile, said cam profiles being so shaped as to variably move said lever and said second lever in relationship to each other at a predetermined ratio and thereby relatively adjust the movement of said one set of valve gear and said other set of valve gear.

10. Power reverse mechanism for steam engines, locomotives or the like in which the movements of two or more sets of valve gear reversing mechanism are co-ordinated by means of a variable ratio transmission, said mechanism comprising a variable ratio transmission having a thread ed shaft, means for rotating said shaft in clockwise and in counter-clockwise directions, a cam nut on said shaft and actuated thereby, said cam nut having a plurality of profiles thereon, actuating means associated with one set of valve gear and adapted to actuate said gear, said actuating means cooperating with and being operable by one cam profile, and second actuating means associated with another set of valve gear and adapted to actuate said other valve gear, the second actuating means cooperating with and being operable by a second cam profile, said cam profiles being so shaped as to variably move said actuating means and said second actuating means in relationship to one another at a predetermined ratio and thereby relatively adjust the movement of said one set of valve gear and said other set of valve gear.

11. Valve gear operating mechanism for steam engines, locomotives or the like in which the movements of two or more sets of valve gear are co-ordinated by means of a variable ratio transmission, said mechanism comprising a variable ratio transmission having a threaded shaft, means for rotating said shaft in clockwise and in counter-clockwise directions, a cam nut on said shaft and actuated thereby, said cam nut having a plurality of profiles thereon, actuating means associated with one set of valve gear and adapted to actuate said gear, said actuating means cooperating with and being operable by one cam profile, and second actuating means associated with another set of valve gear and adapted to actuate said other valve gear, the second actuating means cooperating with and being operable by a second cam profile, said cam profiles being so shaped as to variably move said actuating means and said second actuating means in relationship to one another at a predetermined ratio and thereby relatively adjust the movement of said one set of valve gear and said other set of valve gear.

12. In valve gear for steam engines, locomotives and the like having a cylinder with an admission valve, an exhaust valve and reciprocating actuation means for each valve to impart travel thereto, valve timing means comprising" acamhaving at least two profiles, means for actuating said cam, admission valve setting adjusting means operatively associated with one of said cam profiles and With the'admission valve actuation means, and exhaust valve setting'adjusting means operatively associated with another of said cam profiles and with'the exhaust valve actuation means, said cam profiles being so shaped as to variably adjust the'setting of the admission and exhaust valves at a predetermined rate.

13. In valves gear for steam engines, locomotives and the like having a cylinder with an admission valve, an exhaust valve and recipro-l cating actuation means for each valve to impart travel thereto, valve timing means comprising a cam having at least two profiles, means for actuating said cam, admission valve setting adjusting means operatively associated with one of said cam profiles and with the admission valve actuation means, and exhaust valve setting adjusting means operatively associated with another of said cam profiles and with the exhaust valve actuation means, the cam profiles being so shaped in relationship to one another that a relatively greater adjusting movement is imparted to the admission valve than to the exhaust valve.

14. In steam engines, locomotives and the like having a cylinder with a valve for admission and cut-01f and a valve for exhaust and release, a set of Valve gear reversing, mechanisms for the valves comprising reciprocating actuation means for each valve to impart travel thereto, valve timing means comprising a cam having at least two profiles, means for actuating said cam, admission and cut-01f valve adjusting means associated with one of the cam profiles and with the admission and cut-off valve actuation means so as to impart an adjusting movement to the admission and cut-ofi valve to change the setting thereof, and exhaust and closure valve adjusting means associated with another cam profile and with the exhaust and release valve actuation means so as to impart an adjusting movement to the exhaust and closure valve to change the setting thereof, the cam profiles being so shaped in relationship to each other that a relatively greater adjusting movement is imparted to the admission and cutoff valve than to the exhaust and closure valve during the forward and during the reverse movement of the steam engine, locomotive or the like.

15. In steam engines, locomotives and the like having a cylinder with a valve for admission and cut-ofi and a valve for exhaust and release, a set of valve gear reversing mechanisms for the valves comprising reciprocating actuation means for each valve to impart travel thereto, valve timing means comprising a cam having at least two profiles, means for actuating said cam, admission and cut-off valve adjusting means associated with one of the cam profiles and with the admission and cut-off valve actuation means so as to impart an adjusting movement to the admission and. cutoff valve to change the setting thereof, and exhaust and closure valve adjusting means associated with another cam profile and with the exhaust and release valve actuation means so as to impart an adjusting movement to the exhaust and closure valve to change the setting thereof, said one cam profile having two surfaces for imparting an adjusting movement to the admission and cut-off valve adjusting means to thereby adjust the setting of the admission and cut-ofi valve, said surfaces being spaced from one an other in the direction of travel of the cam and connected by an intermediate surface,'one of the spaced surfaces adjusting the setting of the admission and cut-ofi valve to govern the forward movement of the steam engine, locomotive or the like and the other of said spaced surfaces adjusting the setting of said valve to govern the reverse movement of said steam engine, the intermediate surface providing an interval in which substantially no adjustment is made to the setting of the admission and cut-ofi valve, said other cam profile being shaped to impart a relatively lesser adjusting movement to the exhaust and closure valve adjusting means than is imparted to the admission and cut-01f valve adjusting means during said forward and reverse movements and to impart a substantial adjusting movement to the exhaust and closure valve adjusting means during said interval between said portions.

THOMAS J. HOY.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 436,266 Roy Sept. 9, 1890 1,512,317 Small et a1 Oct. 21, 1924 2,009,958 Hance July 30, 1935 2,235,204 Dadey Mar. 18, 1941 2,272,226 Rossman Feb. 10, 1942 2,327,933 Shattuck Aug. 24, 1943 2,327,934 Morton Aug. 24, 1943 

